Traction-engine



(No Model.) '4 Sheets-Sheet 1. G. D. MONNO'I.

TRAGTION ENGINE. a No. 272,743. Patented Feb. 20,1883.

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No. 272,743. Patented Feb.20,1883.

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(No Model.) 4 Sheets-Sheet 4.

G. D. MONNOT.

TAoTIoN ENGINE.

No. 272.743. y Patented'Feb. 20,1883.

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UNITED STATES ATENT FFME@ TRACTlON-ENGINE.

SPECIFICATION forming pert of Letters Patent No. 272,743, dated February 20, 1883. Application led October 4, 1852. (No model.)

To all whom it may concern Be it known that l, CHARLES D. MONNOT, a citizen ot' the United States, residing at Ganton, in the county of Stark and State of Ohio, have invented certain new and uset'ul Improvements in TractionEngines, of which the followlng is a specitication, reference being had therein t0 the accompanying drawings.

Figurel is a side elevation of my improved traction-engine. Fig. 2 is a top plan view. Fig. 3 is a vertical transverse section through the line of the front axle and the main vertical power-shaft. Fig. 4 is a bottom plan view.

in the drawings, A is the crank-shaft ofthe engine, mounted in suitable bearingsprovided with two bevelgears, A A2, mounted loosely upon the shaft and connected therewith alternately by means ot' a sliding clutch-piece, a, which is feathered tO the crank-shaft.

B B are parallel rods, attached at their ends to the cap-plate b ofthe shrub-bearings.

B is a bracket supported upon the rods B B, and carrying a rock-shaft, B2.

b is an arm projectingdownwardly from the rock-shaft, its lower forked end taking into the clutch-piece ,and causing it to engage with the clutch-faces ofone or the other ofthe bevel-gears A A2, the rock-shaft heilig actuated by a rod, b2, which extends to within convenient reach of the enginedriver.

C C' are bevel crown-wheels, the arms c cof which engage with coiled springs c c', which are supported upon circular guiding-rods d. d, which are seated in recesses d. d. provided for their reception in the arms D D ot' a powerwheel, D', which is arranged immediately below the crown-wheel C U', which latter is by preference rahbeted upon its under face to receive the rim of the power-wheel, as indicated in Fig. 3.

E is a power-shaft passing vertically through the boiler, and having the power-wheel D keyed to its upper end, an upward extension of the shaft serving hy preference as a pivot for the bevel crown-wheel C G.

F is a flue inserted in the boiler to receive the power-shaft E and prevent leakage at that point.

f fare spider-arms projecting from abearing adapted to receive and support a bearing for the lower end' of the power-shaft. These arms are united or otherwise secured to the boiler, there being a similar bearing for the upper end of' said shaft..

E is a bevel-pinion keyed to lower end of power-shaft E.

e is an anti-friction wheel, mounted upon the lower end of' power-shaft E and engaging with a Bange, lt, which projects from the hub of bevel-gear H,which, together wil h bevel-gears H H and pinioiis IL It', mounted upon studshafts h2 h2, projecting` inwardly from the hub ot' bevel-gear H, constitute a compensatinggear, through which poweristransmitted trom the bevel-pinion E on the power-shaft to the frontaxle, I l l', theI bevelxgears H H being keyed to the axle. rlhis front axle is a conipound one, consisting of' an innershatt, I, and two tubular pottions or sleeves, I' I. to the inner end ot' which the bevel-gears H H are keyed, the driving-wheels heilig keyed tirmly to the outer ends of the tubular parts l' l.

z" i are nuts-screwed upon the threaded outer ends of the inner member, I, ofthe axle; or, when preferred, the-inner member of' the axle may consist simply of a bolt having a head at one end and a nut at the other.

I will now describe in detail the construction and operation ofthe driving and steering wheels.

Each driving-wheel is constructed with a hub, Jjj, ot' which J is the hub proper, securely keyed to the outer end of one ot' the members l of the axle; j j are sockets for the spokes, and j is an rontwardly-projecting tubular extension or flange.

K is the tire or tread of the wheel, provided with socket lc to receive the outer ends ofthe spokes, andalso the series of slots 7c k', through which claws protrude under certain circumstances, as will he explained.

K' K are spokes, preferably of wroughtiron, secured in the socketsj k.

K2 K2 are truss rods or braces, the outer end of each oi' which is formed' with an eye, and secured to the spokes by means of the same bolt which holds the spoke in the socket of thev tire, the inner end -oi' each trusserod being threadcthand passing through the tubular ex- ICO . which carries an anti-friction wheel, m3, ar-

. the claws against the wallsot' their slots, leavtension j', where it is secured and its tension adjusted by means of two nuts, one upon either side ofthe tubular extension. The outer ends of the front axle are supported in bearings ll, formed with or attached to the lower member, L, ofthe fifth-wheel.

M M are the claws,mountedin slots 7;', and provided with shanks m m', which at their inner ends pass through holes in the webs k3, between the arms ofthe hub.

m2 m2 are links, each pivoted at one end to the tire of the wheel, and at its opposite end each is preferably forked to the shank near its outer end. Each shank is provided near its inner end with an inwardly-projecting spur,

ranged to traverse a groove formed between two flanges, m1 m4, of a guiding-wheel, the central part ot' which is provided with a rectangular opening or seat, M3, by means of which the guiding-wheel M is supported upon a square or rectangular plate, cast upon the tifth-wheel in such nia-nner that the guidingwheel can rise and fall, and thereby be made concentric to the axle or eccentric thereto, to either of which positions it can be adjusted by means of a set-screw, m5,working in a lug, m5, upon the guide-wheel, and a spring, M2, which rests upon a lug or stop, also cast upon the guiding-wheel, the upper end ofthe spring engaging with the lower face of the fifth-wheel. Thus it will be seen thatwhen the parts are in the position shown in Fig. 3 the spring M2 tends to thrust the guiding-wheel into a position eccentric to the driving-wheel and its axle, and consequently to thrust the claws down ward through the tire and into the ground over which the engine is moving, and it will also be understood that the extreme limit to which these claws can. be thrust through the tire by the action of the spring and guidingwheel is determined by the set-screw, and that the distance which in practice' the claws will enter the ground is determined by the hardness of the ground and the tension ot' the spring. It will also be seen by examining the same figure that when the engine is being propelled over the ground by means ot' its driving-wheels the links m2 support the outer ends ot' the shanks and the claws against the pull of the engine, and thus prevent friction of ing them free to move in and out through the slots, as the position of the guiding-wheel, the tension ofthe spring, and the hardness ot' the ground may necessitate, without any undue cramping of the parts. I propose to bevel the outer ends ot` these claws ro facilitate their entering the ground, and, when preferred, they may be -notched or otherwise shaped to enable them to readily take hold of the earth over which the engine is moving.-

L' is the upper member of the fth-wheel, and may be connected with the engine by any suitable system ot braces or otherwise, and both members of this wheel may be of any usual or preferred construction.

Z l are bearings for the inner ends of the members l l ot' the front axle, and are supported from the lower member of the lit'tnwheel by means of girths l Z.

N is a vertical shaft, supported at its lower end in a bearing projecting from the upper member, L, ofthe lit'th-wheel and at its upper end in a bracket-bearing, fn, attached to the shell of the boiler. This shalt carries at its lower end a pinion, n', which meshes with a cogged segment, nx, on the lower member ot' the fifth-wheel.

n2 is a worm-wheel at the upper end of the shaft.

n3 is a worm taking into worm-wheel n2, and carrying a spur-gear, u, which may be driven alternately in opposite directions by the following mechanism a is a spur-gear keyed to the crank-shaft'.

a2 is an idler, the supporting-shaft of which is mounted in a curved slot in the same standard which supports the bearing at that end ofthe crank-shaft.

a4 af is a bent lever, pivoted upon the shaft of the idler ai.

A3 is also an idler mounted upon the bent lever at its angle, and a6 is another idler mounted upon the lower end ot' an arm, a7, which is pivoted at the center of the idler A3, and is thrust toward and from the spur-gear n4 by means of link a2, lever a8, and a link, a, which connects one end ot the lever a8 with the bent lever a4 c5, the idler d being always in mesh with the idler A3.

O is a lever pivoted at the lower side of the boiler, and connected at one end to the lower 'end ot' bent lever ai* a5 and at its opposite end to a link, O', which extends rearward, and is at its rear end connected to a shipping-lever, o, arranged within reach of the engine-driver.

o is a notched rack, by means ot' which shipping-lever o may be held in any desired position.

From an examination of the drawings it will be readily understood that when theidler a3 is inniesh with pinion c both of the idlers A3 and as will be driven continuously, but in opposite directions, and that when the parts are in the position shown in Fig. l these idlers are withdrawn from mesh with spur-gear n4," and it will also be seen that when the engineshaft is driven in the direction indicated by arrow l, and the shipping-lever be moved forward in the direction indicated by arrow 2 a sufficient distance, the idler A3 will be caused to mesh with the spur-gear n4, and thatacontinued revolution of the crank-shaft in the saine direction will rotate the lower member of the lii'th-wheel in the direction indicated by arrow 3; and it will also be seen that bymoving lthe shipping-lever in the direction indicated by arrow 4 the idler A3 will be willidrawn from spur-gear n, and idler a6 will be made to engage with said spurgearu4,tl1us reversing the movement of the lower member of the fifth-Wheelandthetlontaxle.

gine may be turned in any desired direction.V

Thustheem- IXO 02 o3 are upwardly-projecting arms, attached to and moving with the lower member of the h'fth-wheel, their ends projecting far enough above the said wheel to engage with opposite ends of the lever O.

By examining Fig. 4t it will readily7 be understood that when the lever 0 is in the position indicated by dotted lilies 5, and the lower niember ot the fifth-wheel and the axle are moving in the direction indicated by arrow (i, arm o2 will, as the movement ot' the parts progresses, engage with said lever and move it into the position shown in full lines in said ligure, and thereby withdraw the idler from contact with the spur-gear u, and thus check the swinging movement of the axle before the pinion will have reached one end of the cogged segment a". So,also, it' the leverO be placed in the position indicated by dotted lines 7, and the axle and lower member ot fifth-wheel be moving in the direction indicated by arrow 8, the arm o3 will engage with lever() and move it into the position indicated in full lines, thus breaking all connection between the driving-shaft and the worm-wheel before the pinion a will have reached the opposite end of the cogged segment n".

Referring particularly to Figs. l and 2, P P are cogged segmental racks, attached at their lower ends to the spring, which in turn is supported upon the rear axle, Q..

R is a shaft supported horizontally in bearings at the rear end of the boiler, and provided at each end with a spur-pinion, t', which engages with one of the racks P.

lt is a worin-wheel on one end of shaft Pt.

S is a horizontal shaft', mounted in bearings projecting' from the side ofthe boiler. and carrying at its forward end bevel-pinions ss. which are b va longitudinalmovement of shaft S caused to engage alternately with a bevelpinion, t, which is attached to spur-gear'T. driven by idlers T', meshing with idlers a3, the curved slot in which the shaft of this idler a3 is mounted being concentric with idler T.

U is a sleeve supported so as to rotate in bearings u, which project from the boiler.

a is a worm on sleeve U, and meshing with worm-wheel lt.

r is a shipping lever connected to the rear end of shaft S.

R2 is a notched rack, with which the shipping-lever r engages.

By thrusting the shaft S forward the rear pinion, s, is caused to enga-ge with bevel-pinion t, which is driven from the engine-shaft by the train of gearing above described, and a ro tary motion is imparted to the worm uf, and thence to the shaft lt and pinionsr, which will either raise or lower the rear of the boiler, according as the engine is running forward or backward. Ot' course by drawing the shaft S back until the bevel-pinion s' engages with bevel-pinion t a reverse movement is imparted to the worm, so that the rear end of the boiler may he either raised or lowered, whether the engine be running forward or backward. In order to provide for raising or lowering the rear end ofthe boiler when the engine is standing still, I have applied a crank-wheel. S', to the shaft S. Ut course when the hand-wheel is being used to rotate the shaft and worm the shipping-lever r must be placed in such posi` tion that neither of the bevel pinions s s' shall mesh with bevel-pinion t. By mounting the toothed segments upon the axles, instead of upon the boiler, and then mounting the pinionshaft upon the boiler, I avoid all upward and downward movement ofy the shaft relative to the end ofV the boiler, this being very desirable, as it avoids all possibility of the shaft traversing the space in front of the furnacedoor, and thus interfering with opening said door as the end of the boiler is being raised and lowered.

l do not in this application claim anything except the inventions which are distinctly ciaimed herein, it being my intention to limit this application to the inventions recited in the claims, reserving to myself the right to claim all other novel features in a division of this application which have tiled.

What I claim isl. In a traction-engine, the combination of a boiler provided with an open-ended vertical tube arranged between the flues of the boiler, an engine mounted upon the boiler,avertical shalt within the vertical tube and connected to the engine at its upper end, and gearing connecting the lower end of the shaft to the traction-Wheel, substantially as set forth.

2. In a traction-engine, the combination of an axle adapted to vibrate in a horizontal platte. a compensating-gear mounted upon said axle, and a vertical shaft connecting the com pensating-gear with the crank-shaft ofthe engine, substantially as set forth.

3. ln a traction-engine, the combination of a compensating-gear mounted centrally on the front axle, and mechanism for shifting the position of the axle to change the direction ot' the movement of the engine, substantially as Set forth.

4. lnatraction-engine,thecombination,with the front axle, the tilth-wheel L L', and the cran k-shatt,ofthcinterposed gearingand mechanisrn for moving the idlers into and outof gear.. substantially as set forth.

5. The combination, with the fifth-wheel, of the tripping-spurs or stops, adapted to engage with the shifting-lever O, substantially as set forth.

6. Inatraction-engine, the combination,with the rear axle, of toothed segments upon opposite sides of the boiler, the horizontal shalt mounted in rear of the boiler and carrying pinlons which mesh with the toothed segments, and mechanism for actuating the same for raisingl anti lowering the rear end. of the boiler, substantially as set lorth.

't'. lnatraction-engine,thecotnbination,with

IOO

IIO

the rear axle, of toothed segments arranged adapted to connect said pinions alternately with the crank-shaft, two concentric horizontal gears meshing with the pinions on the crunksliaft, a power-wheel arranged below the concentric gears, and a yielding connection interposed between the concentric gears and. the power-wheel, substantially as set forth.

In testimony whereof laffix my signature in presence of two witnesses.

CHARLES D. MONNOT. Witnesses: v

HARRY N. LOW, J. S. BAKKER. 

